Brake mechanism



4 Sheets-Sheet 1.

(No Model.)

J. SHOURBK. BRAKE MEOHANISM.

No. 571,697. Patented Nov. 17, 1896.

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4 Sheets-Sheet 2.

(No Model.)

-J. SHOURBK.

BRAKE MEGHANISM.

Patented Nov. 17, 1896.

(No Model.) 4 Sheets-Sheet 3.

J. SHOUREK.

BRAKE MBGHANISM. No. 571,697. Patented Nov. 17, 1896.

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l(No Mode1.) 4 Sheets-Sheet 4.

J. SHOUREK.

BRAKE MEGHANISM.

110.571,697. Patented Nov. 17, 1896.

,Ywx Q xx i I l r *g UNITED STATES PATENT EricE.

.IOIIN SIIOUREK, OF ALLEGHENY, PENNSYLVANIA.

BRAKE MECHANISIV.

SPECIFICATION forming part of Letters Patent No. 571,697', datedNovember 17, 1896.

Application filed May 14:, 1895. Serial N0' 549,330. (No model.)

.To rf/l when?, it '.'nfm/ conce/w:

lie it known that I, .IUHN SHOUREK, a citizen of the United States,residing at Allegheny city, in the county of Allegheny and Stat-e ofPennsylvania, have invented certain new and useful Improvements in BrakeMechanism; and I do hereby declaro the following to be a iull, clear,and exact description of the invention, such as will enable othersskilled in the art to which it pertains to make and use the same,reference being had to the accompanying drawings, which form a part ofthis specification, in Which- Figure l is a sectional View on the linea: so oi`: Fig. 2, showing the position of parts when the brakes areoff. Fig. 2 is a sectional View on the line y y of Fig. l. Fig. Sis asectional View on the line .e s of Fig. l, showing the rotary valve inthe position occupied when making an emergency stop. Fig. i is a detailView of the rotary Valve. Fig. 5 is a scional yiewon the line 5 5 ofFig. 2. Fig. 6 is a detail View of the quick-action ralve.

)Iy invention relates to mechanism ior applying air to railway-brakes'for the purpose of gradually, more quickly, and very quickly, and withmaximum pressure, applying the brakes and arresting the momentum 'of arailway-train; and to this purpose it consists in the peculiarconstruction and arrangement of parts that will be herein after pointedout and described.

In the accompanying drawings, in which like letters and numerals ofreference designate corresponding parts in all of the igures,

A designates the main case or shell of inyiinproved brake mechanism.This case A is provided with an internally-threaded nipple or inlet i toreceive one end of, the usual trainpipe. (Not shown.)

The open ends of the case A are closed by means of caps 2 3, bolted orotherwise suitably secured to the body thereof. There is thus formedWit-hin the case Aa piston chamber or compartment 3E), in which isarranged a piston 8, the rod or stein 7 ot which extends through asuitable bearing or thinible 6, fitted in a passage formed in aeentrally-arranged prejection 5 on the cap-plate 2. The end oi' the casoA, covered by this cap 2, is arranged adjacent to the auxiliaryreservoir, in which air is maintained under pressure; but as thisreservoir is commonly used in this class of appara-tus and itsconstruct-ion forms no part ot' my present improvements I have notthought it necessary to illustrate the same. The interior ol:l the easeA communicates with the auxiliary reservoir throu gh a series of portsal, formed in the cap 2 around the projection 5 thereon. Said cap-platealso has formed therein a port or passage 9, thro ugh which air can passfrom the case A to the brake-cylinder. (Not shown.)

The passage of air through this port S) is controlled bythe main rotaryrallye, which is arranged in a valve-chamber ist, that coinniunicateswith the piston-chamber 3213 aforesaid, the valve itself bei n g connected to and adapted to be actuated by the piston rod or stein 7. Asshown, this valve consists of a body l0, cylindrical in cross-sectionand provided at its ends with trunnions which are mounted in suitablesocket-bearings formed in the inner Walls of removable caps a", by whichthe ends of the Valve-chamber 14 are closed.

The body l0 of the valve is provided at diainetrically opposite pointswith projecting iianges 22, which support and actuate the other portion2l of the Valve. This member 2l of the Valve is held close against theadjacent surface of the valve-chamber ll by means of coiled springs 22S,fitted in socket-s in the valve-body and contacting with the innersurface of the said member 2l. In the outer surface or Wall of thismember 2l there is 'formed a guideway or groove in which is fitted asliding plate u., haring formed in its outer surface a way or groove u'.As shown, this sliding plate a covers a port or aperture in the body ofthe member 2l. of the Valve. In the outer member 2l of theyalve thereare formed three other ports. Two of these, 1G 1T, extend directlythrough the body of such ineinber and are adapted to aline with'passages extending through the body l() of the Valve. The other portopens at its inner end through one of the straight edges of the inember2l, and its other end communicates with a T-shaped groove or way 1S,formed in the outer surface of the member 2l. lVhen the brakes are oit'and the parts are in the positions shown in full lines in Fig. l, thislatter IOO port 19 is closed by a conical-shaped pin or projection 20,carried by one ot the anges 22 on the valve-body 10.

rlhe port 1G and way 1S in the valve are arranged in the same transverseplane and are adapted to successively aline with a port c, formed in thewall of the valve-chamber 14, as the valve is moved by means to behereinafter described, and the way or groove a in the sliding plate a isadapted at different times to connect a port 25, formed in the wall ofthe valve-chamber 14, with the pistonchamber 39 and with an exhaust-port24, also formed in the wall of the valve-chamber 14. The port 17 isarranged in a longitudinal plane at one side of that of the port 16 andis adapted to communicate with one end of a short passage or duct d.when the valve has been rotated sufliciently far to cause the way orgroove a to connect the piston-chamber with the port 25 for a purpose tobe described.

The valve mechanism last described is connected with and actuated fromthe piston 8 as follows: 12 designates a link or connecting-rod, one endof which is threaded and screwed into a suitable socket or passage inthe valve-body 10. The other end of the rod 12 is bifureated, and insuch bifurcated end is pivoted one end et' another link 13, the oppositeend of which is pivotally connected to the stem or rod 7 of the piston.It will thus be seen that there :is a toggle-like connection between thepiston-rod and the rotary valve, and by reference to Fig. 1 it will beseen that the piston-rod is bowed or curved away from the valve somewhatto allow free movement of the connection 12 13.

The stem 7 of the piston extends through a thimble or sleeve (i, whichpasses through the cap-plate 2. The said cap-plate is provided with asocketed projection 5, and within the socket therein and about thethimble or sleeve G is fitted a coiled spring GC This spring is adaptedto normallyhold the pistonrod and piston in the positions indicated infull lines in Fig. l, a cap 7 being secured on the upper end of thepiston and having its under face or surface in contact with the upperend of said spring.

Between the piston chamber or compartment and the train-pipe inlet Iinterpose a quick-action valve 28. This valve, which is preferably ofthe cross-sectional form shown in Fig. 1, is arranged in a suitablechamber 37, that communicates with the aforesaid inlet 1 through a shortpassage 3S. The valve is somewhat shorter than the length of the chamber37 and is normally held in the position shown in full lines in Fig. 2 bymeans of a coiled spring 43, which is arranged within a socket formed inone of the detachable heads or caps 44, by which the ends of the chamber37 are closed. The valve is prevented from turning by means of a pin 3G,extending through the wall of the chamber 37 and projecting into alongitudinally-extending groove 35 formed in the valve. As shown, thevalve consists of two heads 30 31 and a connecting member having aconcave face on the side adjacent to the passage 3S. In the connectingmember, which, as shown in Fig. 1, is substantially crescent shape incross section, and at a point relatively near the head 31 there isformed a port 33, adapted, when the valve is forced into such positionas to compress the spring 43, to connect the passage 3S and inlet 1 fromthe train-pipe with a duct 29, formed in the case A between thepistonchamber and the valve chamber 37. The other end of the duct 29,which is normally closed by a puppet-valve 27, opens into a channel orpassage 26, formed in the casing A adjacent to the cap 2. This passage2G serves also to connect the ports c and 25 in the wall of thevalve-chamber 14 with the port 9 in the plate 2. The puppet-valve 2T isnormally maintained in its closed position by a coiled spring 27 rlhepiston-chamber 39 is connected with the valve-chamber 37 through a ductor passage 40, and the two valve-chambers 14 and 37 are connected by aduct or passage 4l, leading from the duct (l, before described, to andcommunicating with one end of a duct or passage 42, the other end ofwhich opens into the chamber 37 near the end thereof opposite from thecoiled spring 43.

45 designates a spring-pressed puppet-valve adapted to close a passageor duct provided at its ends with branches 47 4S, that communicate attheir inner ends with the piston compartment or chamber. Gaskets arearranged between the caps and the body of the case A and between the cap2 and the aux iliary reservoir for the purpose of maintaining air-tightjoints between the parts.

The manner of operating my improvements may be brieiiy stated asfollows: lVhen the brakes are oil:` and the parts of the apparatusoccupy the positions shown in full lines in Figs. 1 and 2, the pressurefrom the train-pipe on one side of the piston and from the auxiliaryreservoir on the other side thereof are equal, and the tension of thespring arranged between the thimble 6 and inner wall of the passage inthe projection 5 holds the piston and rotary valve in such position thatthe ports of the latter are all closed, and the groove or way a' in thesliding plate a ofthe valve connects the port 25 with the exhaust-port24, so that the air in the brake-cylinder is exhausted into theatmosphere. The spring .43 holds the valve 28 in such position as tomaintain the port 34 thereof out of line with the airinlet 1, and thespring 27 is sufiicient to hold the puppet-valve closed and prevent thepassage ot' air from the train-pipe to the brakecylinder. Vhen it isdesired to apply the brakes slowly and gradually, the engineer reducesslightly, by opening a suitable valve, the pressure in the train-pipe.Instantly the pressure on the piston from the auxiliary IOO IIO

reservoir, which is new greater than that on the other side, causes thepiston to move toward the position shown in dotted lines .in Fig. i.This causes the valve-body .l0 to rotate slightly, the first actionbeing to cause the sliding plate c, which, as shown, rests on the flange22 farther from the piston, to move sufficiently to bring the solid partthereof across the exhaust-portanti break the con nection between suchport and the port 25. Simultaneo s with this movement of the slidingpiece c the conical-shaped pin 20, carried by the other lia-nge of thevalve, is withdrawn from its port, and such port being in line with theopening between the valvechamber 14- and the piston-chamber air from theauxiliary reservoir and piston-chamber can pass through the saine intothe Way 18, which alincs With the port c, and from there through theport 9 into the brake-cylimier. The air will continue to pass from theauxiliary reservoir to the brake-cylinder in the manner just describeduntil the pressure exerted by the air in the piston-chamber and thereservoir on the piston is less than that exerted by the train-pipe,when the piston will be returned to its normal position. If, however,the pressure in the train-pipe is reduced to a somewhat greater extentthan is necessaryT to open the port normally closed by the pin :20, thepiston will be moved correspondin gl y farther from its normal positionand the valve in the chamber li rotated a correspondingly greaterdistance. As the valve-body l0 rotates the iiange 22 thereof, which, asabove described, serves to move the sliding member e toward the piston,comes in contact with the adjacent straight side or surface of themember 2l of the valve and as it continues to move brings the port 1Ginto alinement with the port c aforesaid and allows a greater amount ofair to pass from the auxiliary reservoir te the brahe-cylind er, and thebrakes will be applied more suddenly than when the air passes throughthe port controlled by the pin 20.

It the pressure in the train-pipe is suddenly and materiallyr reduced,the piston will be instant-ly forced into the position indicated indotted lines. This movement of the piston imparts acorrespondingly-increased niove ment of the valve in the chamber 14:.That is, said valve is rotated to such an extent that the port i7therein aiines with the duct d and the Way or groove a in the sliding`member a of the valve connects the port 25 with the pis ton-chamber andthe auxiliary reservoir, thus allowing or providing a relatively largepassage from the auxiliary reservoir to the brakecylinder. As soon asthe portv 17 alines with the duet d and establishes communicationbetween the piston-chamber and the passages fil 42 the quicloactionvalve 2S is moved into the position indicated in dotted lines in Fig. 2,compressing the spring 4:3 in its socket and bringing the large port Siinto line with the inlet l and the passage 29. The pressure of the airin the train-pipe when the parts are in this position lis sufficient toraise the valve 27 and establish communication between the trainpipe andthe brake-cylinder through the passages 2f) and 2G and the port i).

It will thus be seen that I utilize the pressure of the air in theauxiliary reservoir to positively open the valve controlling the passagedirect from the train-pipe to the brakecylinder, and when the parts arein the positions last described the entire pressure of both thereservoir and the train-pipe Will be exerted on the piston in thebrake-cylinder, thereby causing an instant setting of the brakes.

Then the brakes have been set and the pressure in the brakecylinder andpassage 2G equals that in the train-pipe, the valve 27 is closed and thespring 43 returns the valve 2S to the position shown in full lines inFig. 2. Air from the train-pipe then passes through the passage i0, thecontrolling-valve in the train-pipe having been previouslyclosed, intothe piston-chamber 39 and forces the same toward the full-line positionin Fig. l. The instant such movement begins the flange 22, adjacent tothe piston of the valve in the chamber 14:, moves the sliding piece csuflieiently to prevent the passage of air from the auXiliary reservoirand pistonchamber through the groove or Way c', and as the movementcontinues said groove or Way again connects the ports 2i 2". After thepiston has moved a su'liicient distance to carry the groove d entirelyinto the valve-chamber la it passes and exposes the inner end of thepassage 4S. Air can then pass from the piston-chamber 39 on the side ofthe piston adjacent the passage 4i() through the passages 4S 47, liftingthe valve 45, in to the piston-chamber and the auxiliary reservoir onthe opposite side of the pistonhead. B y the time the piston has reachedthe full-line position of Fig. l the pressure on opposiie sides of thepiston-head is equal and the ports in the main rotary valve are allclosed.

That I claim isl. In an air-brake mechanism, the combination With atrain-pipe, a brakecylinder, and an auxiliary reservoir, of a pistonchamber communicating with the train-pipe and with the auxiliary reservoir,a piston arranged in said chamber, a valve-chamber having a port 25communicating with the brake-cylinder and an exhaust-port, a rotaryvalve arranged in said chamber and having a sliding member provided witha groove or Way adapted to connect the port 25 With the piston-chamberand the auxiliaryT reservoir orvvith the exhaust-port, and connectionsbetween the piston and the valve, substantially as set forth.

2. In an air-brake mechanism, the combination with a train-pipe, anauxiliary reservoir, and a brake-cylinder, of a rotary controlling-valveconsisting of a bodyT portion having laterallysprojeeting flanges onoppo- IOO IIO

site sides thereof, and another member, fitted between said body and theWall of the valvechamber and adapted to be moved by the flan ges on thebody, substantially as set forth.

3. A valve for an air-brake mechanism consisting of a rotary body havinglaterally-pro jeoting flanges on opposite sides thereof, and anothermember partially surrounding the rotary body and adapted to be moved bythe flanges thereon, said rotary body being adapted to have a limitedmovement inde` pendent of the other member, and the latter having formedtherein a port adapted to be closed by one of the flanges on the rotarybody, substantially as set forth.

4. Valve for an air-brake mechanism oonsisting of a rotary body, 10,having laterallyprojecting anges on opposite sides thereof, anothermember, 21, partially surrounding the rotary body and adapted to bemoved by the flanges thereon, and a sliding plate fitted in away in themember 2l and having its ends in Contact With both of the langes on thebody l0 and apassage or groove formed in its outer face, substantiallyas set forth.

5. In an air-brake mechanism, the eombination with a train-pipe, anauxiliary reservoir, a brake-oylinc'ler, a piston-chamber communicatingwith the train-pipe and with the auxiliary reservoir, and a pistonarranged in the piston-chamber, of a valve arranged between thepiston-'chamber and the brakeeylinder and Consisting of a rota-ry bodyoonneeted with the piston and having laterallyprojeoting iianges onopposite sides thereof` another member, 2l, partially surrounding therotary body between and adapted to be moved by the flanges thereon, themember 2l having a port or ports in line with ports in the rotary bodyand another port adapted to be closed by a plug or pin on one of theflanges of the rotary body, and a sliding plate fitted in a Way formedin the member 2l and extending continuously from one of the flanges onthe rotary body to the other and having in its outer surface anair-passage. substantially as set forth.

In testimony that I claim the foregoing` l hereunto affix my signaturethis 19th day ot' January, A. D. 1895.

JOHN SHOUREK.

In presence of- JAs. J. MCAFEE, C. A. WILLIAMS.

